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<h1 class="STYLE10">BMW F650GS: Lovable little brother</h1>
<p class="STYLE10">BMW's new F650GS is neither a 650, nor is it much of a GS, which is a   confusing introduction to the machine. But if the marketing people were guilty   of some convoluted thinking, BMW's engineers appear to have known exactly what   they were doing, as it's a cracking good motorcycle.</p>
<p class="STYLE10">In fact, the F650GS is such a capable bike it may just have spread more   confusion by upstaging the F800GS it's derived from, offering not a lot less for   a lot less money. </p>
<p class="STYLE10">The two bikes are closely related, starting with the F650's 800cc engine (see   what I mean?), which is basically the same as the F800's twin-cylinder,   liquid-cooled unit, but retuned to produce 71bhp against the 800GS's 84bhp, with   an easier delivery and more torque at lower rpm. </p>
<p class="STYLE10">The bike is called the F650GS partly to help distinguish it from the   higher-spec 800 (although you would have thought there are less confusing ways   to do that), and partly because it's meant to be the direct successor to the old   F650GS. That was a single-cylinder machine of 652cc capacity which stood at the   foot of BMW's range as the company's entry-level machine, and very popular it   was too.</p>
<p class="STYLE10">The new 800cc F650GS deserves to maintain and build on that popularity as it   retains the old bike's relaxed and easy riding qualities while adding more   performance (with no extra intimidation for novices). In particular, it has a   much less fussy ride at low revs around town. Single-cylinder bikes don't like   being lugged around in the bottom regions of their rev bands as the lumpy power   pulses resonate through the transmission, causing the bike to jerk and shudder. </p>
<p class="STYLE10">The new twin though is happy to be trickled along at little more than walking   pace with reasonable smoothness. Then turn the twistgrip and it pulls away   smartly and predictably, moving into the strong mid-range where it's most   comfortable. </p>
<p class="STYLE10">Like the F800ST (the original road-bike derivation of the F800 platform) the   response to small throttle openings is a little too immediate for novices, but   it's less in evidence on this bike than on its relatives. Rev the GS hard and   the power falls away and it feels flat, but there are plenty of riders who would   never explore this region of the engine's performance anyway.</p>
<p class="STYLE10">Other differences between the 800 and 650 GS models include lower-cost alloy   wheels in place of the 800's spokes (spoked wheels are better for off-road   riding) and a front-wheel diameter of 19in instead of 21in. But if the wheels   merely nod at off-road ability (hence the uncertainty about the GS tag), they   work better for road riding, for which these bikes will be used almost   exclusively. </p>
<p class="STYLE10">The steering is light and natural and the bike has exceptionally good balance   that makes it simple to manoeuvre at low speeds, while stability at a faster   pace is fine. The smaller front wheel means the seat is lower too, an easy 30.1   inches from the ground.</p>
<p class="STYLE10">Other changes are relatively small, with a different exhaust system, no   off-road-style sump guard, one front disc instead of two and a different screen   at the front, which takes some of the wind pressure off at speed but does little   more than that. The sum of the changes is 15lb less weight and a much more   noticeable £1,200 lower price. </p>
<p class="STYLE10">Look at it another way and you might wonder if what you get by paying an   extra £1,200 for the F800GS costs is worth that much more: it has off-road   ability and more top-end horsepower, neither of which most people will use. If   anything, the 650GS's engine feels more lively and willing to spin lower down   where it's used the most.</p>
<p class="STYLE10">The 650's suspension is lower spec, too, but again it's not especially   noticeable apart from a slightly choppier ride and a reduced ability to deal   with bumps at speed, but it's nothing you'd complain about. Push it harder and   it will wallow gently over undulations, but at this level it's all perfectly   acceptable.</p>
<p class="STYLE10">As a mile-eater the 650GS is pretty good, as the 3.5-gallon tank should be   sufficient for 150 miles, and maybe more because the bike should easily exceed   50mpg and, with gentle riding, will manage 60mpg or more. A shame the seat isn't   more comfortable, though - it had me shifting after about an hour.</p>
<p class="STYLE10">The important thing to add is what a pleasure the bike is to ride. The motor   is crisp, the handling secure but willing to change direction, the feel of the   bike is wieldy and responsive and it's plain fun. You're supposed to move on and   up from your first big motorcycle, but I suspect there will be plenty who are   perfectly happy where they are.</p>
<h3 class="STYLE10">BMW F650GS [tech/spec]</h3>
<p class="STYLE10"><strong>Price/availability</strong>: £5,495 on the road. On sale March 8.   Contact: BMW (GB), 01344 426565, www.bmwmotorrad. co.uk </p>
<p class="STYLE10"><strong>Engine/transmission</strong>: 798cc, twin-cylinder four-stroke with   eight valves; 71bhp at 7,000rpm, 55lb ft of torque at 4,500rpm. Six-speed   gearbox, chain final drive. </p>
<p class="STYLE10"><strong>Performance</strong>: top speed 115mph, average fuel consumption   55mpg.</p>
<p class="STYLE10"><strong>We like</strong>: Mid-range power, stability, style, price.</p>
<p class="STYLE10"><strong>We don't like</strong>: Gearchange notchiness, seat comfort.</p>
<p class="STYLE10"><strong>Alternatives</strong>: Kawasaki ER-6n, £4,595. Suzuki DL650 V-Strom,   £5,399.</p>
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